Rear suspension assembly for an off-road vehicle

ABSTRACT

A vehicle has a frame, driver and passenger seats, two front and two rear suspension assemblies, two front and two rear wheels, and a motor operatively connected to the at least two wheels. Each rear suspension assembly has a trailing arm having a front end pivotally connected to the frame; a knuckle pivotally connected to a rear portion of the trailing arm; a lower link having a laterally outward end pivotally connected to the trailing arm and a laterally inward end pivotally connected to the frame; an upper link having a laterally outward end pivotally connected to the trailing arm and a laterally inward end pivotally connected to the frame; and a toe link having a laterally outward end pivotally connected to the knuckle and a laterally inward end pivotally connected to the frame.

CROSS-REFERENCE

The present application claims priority to U.S. Provisional PatentApplication No. 62/109,375, filed Jan. 29, 2015, the entirety of whichis incorporated herein by reference.

FIELD OF TECHNOLOGY

The present technology relates to rear suspension assemblies foroff-road vehicles.

BACKGROUND

There exist various types of vehicles used mainly in off-roadconditions. One such type is the side-by-side off-road vehicle. The name“side-by-side” refers to the seating arrangement of the vehicle in whichthe driver and a passenger are seated side-by-side. Some side-by-sideoff-road vehicles also have a second row of seats to accommodate one ormore additional passengers. These vehicles typically have an opencockpit, a roll cage and a steering wheel.

To be able to operate in off-road conditions, a side-by-side off-roadvehicle needs to be able to handle bumpy terrain to operate on varioussurfaces including, but not limited to, sand, dirt and mud. Theseconditions represent unique challenges not typically encountered whendesigning on-road vehicles such as a car.

One such challenge is that the suspension assemblies need to have alarge amount of travel to handle the bumpy terrain. However, as thewheels move up and down with the suspension assemblies, in addition tomoving vertically, their orientation also changes. If this change oforientation is substantial, handling of the vehicle can be negativelyaffected.

Furthermore, side-by-side off-road vehicles are generally narrower andshorter than on-road vehicles such as cars.

Thus there is a desire for a suspension assembly suitable for theoperating conditions and limited overall dimensions of side-by-sideoff-road vehicles.

SUMMARY

It is an object of the present technology to ameliorate at least some ofthe inconveniences present in the prior art.

According to one aspect of the present technology, there is provided avehicle having: a frame; a driver seat connected to the frame; apassenger seat connected to the frame, the passenger seat being disposedbeside the driver seat; a front left suspension assembly connected tothe frame; a front left wheel operatively connected to the front leftsuspension assembly; a front right suspension assembly connected to theframe; a front right wheel operatively connected to the front rightsuspension assembly; a rear left suspension assembly connected to theframe; a rear left wheel operatively connected to the rear leftsuspension assembly; a rear right suspension assembly connected to theframe; a rear right wheel operatively connected to the rear rightsuspension assembly; a rear differential operatively connected to therear left wheel and the rear right wheel, the rear differential defininga laterally extending rear differential axis; and a motor operativelyconnected to the rear differential, the motor driving the right rearwheel and the left rear wheel via the rear differential. Each of therear left suspension assembly and the rear right suspension assemblyhas: a trailing arm having a front end pivotally connected to the frame;a knuckle pivotally connected to a rear portion of the trailing arm; alower link having a laterally outward end pivotally connected to thetrailing arm and a laterally inward end pivotally connected to theframe; an upper link having a laterally outward end pivotally connectedto the trailing arm and a laterally inward end pivotally connected tothe frame; and a toe link having a laterally outward end pivotallyconnected to the knuckle and a laterally inward end pivotally connectedto the frame. The lower link, the upper link and the toe link beingdisposed completely behind the rear differential axis.

In some implementations of the present technology, a rear left hubrotationally connects the rear left wheel to the knuckle of the rearleft suspension assembly; a left half-shaft operatively connects therear left hub to the rear differential; a rear right hub rotationallyconnects the rear right wheel to the knuckle of the rear rightsuspension assembly; and a right half-shaft operatively connects therear right hub to the rear differential. The lower links, the upperlinks and the toe links are disposed completely behind the left andright half-shafts.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the toelink is vertically between the lower link and the upper link.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has: anupper ball joint pivotally connecting the knuckle to the trailing arm,the upper ball joint being vertically higher than a wheel rotation axisof a corresponding one of the left rear wheel and the right rear wheel;and a lower ball joint pivotally connecting the knuckle to the trailingarm, the lower ball joint being vertically lower than the wheel rotationaxis.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: thelower link is parallel to the upper link when a line passing through alower connection point and an upper connection point is vertical; thelower connection point is a connection point of the laterally outwardend of the lower link with the trailing arm; and the upper connectionpoint is a connection point of the laterally outward end of the upperlink with the trailing arm.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: aprojection of a first line passing through connection points of thelower link with the trailing arm and the frame onto a horizontal planeis skewed relative to a projection of a second line passing throughconnection points of the toe link with the knuckle and the frame ontothe horizontal plane; the projection of the second line is skewedrelative to a projection of a third line passing through connectionpoints of the upper link with the trailing arm and the frame onto thehorizontal plane; and the projection of the third line is skewedrelative to the projection of the first line.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: aprojection of a first line passing through connection points of thelower link with the trailing arm and the frame onto a laterallyextending vertical plane is skewed relative to a projection of a secondline passing through connection points of the toe link with the knuckleand the frame onto the vertical plane; and the projection of the secondline is skewed relative to a projection of a third line passing throughconnection points of the upper link with the trailing arm and the frameonto the vertical plane.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has ashock absorber assembly having a lower end pivotally connected to thetrailing arm and an upper end pivotally connected to the frame.

In some implementations of the present technology, a torsion bar ispivotally connected between the trailing arms.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly aconnection point of the laterally outward end of the toe link with theknuckle is laterally outward of connection points of the laterallyoutward ends of the upper and lower links with the trailing arm.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly aconnection point of the laterally inward end of the toe link with theframe is laterally inward of connection points of the laterally inwardends of the upper and lower links with the frame.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly aconnection point of the laterally outward end of the toe link with theknuckle is longitudinally rearward of connection points of the laterallyoutward ends of the upper and lower links with the trailing arm.

In some implementations of the present technology, a rear left hubrotationally connects the rear left wheel to the knuckle of the rearleft suspension assembly; a rear left brake disk is connected to therear left hub; a rear right hub rotationally connects the rear rightwheel to the knuckle of the rear right suspension assembly; and a rearright brake disk is connected to the rear right hub. For each of therear left suspension assembly and the rear right suspension assembly aline passing through connection points of the toe link with the knuckleand the frame extends through a circle defined by a perimeter of acorresponding one of the rear left and rear right brake disk.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: thelaterally outward end of the lower link is pivotally connected to theknuckle; and the laterally outward end of the upper link is pivotallyconnected to the knuckle.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: thelaterally outward end of the lower link is behind the knuckle; thelaterally outward end of the upper link is behind the knuckle; and thelaterally outward end of the toe link is behind the knuckle.

According to another aspect of the present technology, there is provideda vehicle having: a frame; a driver seat connected to the frame; apassenger seat connected to the frame, the passenger seat being disposedbeside the driver seat; a front left suspension assembly connected tothe frame; a front left wheel operatively connected to the front leftsuspension assembly; a front right suspension assembly connected to theframe; a front right wheel operatively connected to the front rightsuspension assembly; a rear left suspension assembly connected to theframe; a rear left wheel operatively connected to the rear leftsuspension assembly; a rear right suspension assembly connected to theframe; a rear right wheel operatively connected to the rear rightsuspension assembly; and a motor operatively connected to at least twoof the wheels. Each of the rear left suspension assembly and the rearright suspension assembly comprising: a trailing arm having a front endpivotally connected to the frame; a knuckle pivotally connected to arear portion of the trailing arm; a link having a laterally outward endpivotally connected to the trailing arm and the knuckle and a laterallyinward end pivotally connected to the frame; and a fastener fasteningthe laterally outward end of the link, the knuckle and the trailing armtogether.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: thelink is a lower link; and the fastener is a lower fastener. Each of therear left suspension assembly and the rear right suspension assemblyalso has: an upper link having a laterally outward end pivotallyconnected to the trailing arm and the knuckle and a laterally inward endpivotally connected to the frame; and an upper fastener fastening thelaterally outward end of the upper link, the knuckle and the trailingarm together.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: thelaterally outward end of the lower link is pivotally connected to thetrailing arm and the knuckle via a first ball joint; and the laterallyoutward end of the upper link is pivotally connected to the trailing armand the knuckle via a second ball joint.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: theknuckle has an upper tab and a lower tab; the upper fastener passesthrough the upper tab; and the lower fastener passes through the lowertab.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly: theupper tab is longitudinally between the laterally outward end of theupper link and the trailing arm; and the lower tab is longitudinallybetween the laterally outward end of the lower link and the trailingarm.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has: anupper ball joint disposed in the upper tab; and a lower ball jointdisposed in the lower tab. The upper fastener passes through the upperball joint; and the lower fastener passes through the lower joint.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has atoe link having a laterally outward end pivotally connected to theknuckle by a toe link fastener and a laterally inward end pivotallyconnected to the frame.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the toelink is vertically between the lower link and the upper link.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the toelink fastener is laterally outward of the lower and upper fasteners.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly aconnection point of the laterally inward end of the toe link with theframe is laterally inward of connection points of the laterally inwardends of the upper and lower links with the frame.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly thelaterally outward end of the toe link is longitudinally rearward thelaterally outward ends of the upper and lower links.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has ashock absorber assembly having a lower end pivotally connected to thetrailing arm and an upper end pivotally connected to the frame.

In some implementations of the present technology, a torsion bar ispivotally connected between the trailing arms.

According to another aspect of the present technology, there is provideda vehicle having: a frame; a driver seat connected to the frame; apassenger seat connected to the frame, the passenger seat being disposedbeside the driver seat; a front left suspension assembly connected tothe frame; a front left wheel operatively connected to the front leftsuspension assembly; a front right suspension assembly connected to theframe; a front right wheel operatively connected to the front rightsuspension assembly; a rear left suspension assembly connected to theframe; a rear left wheel operatively connected to the rear leftsuspension assembly; a rear right suspension assembly connected to theframe; a rear right wheel operatively connected to the rear rightsuspension assembly; and a motor operatively connected to at least twoof the wheels. Each of the rear left suspension assembly and the rearright suspension assembly has: a trailing arm having a front endpivotally connected to the frame; a knuckle pivotally connected to arear portion of the trailing arm; a lower link having a laterallyoutward end pivotally connected to the trailing arm at a firstconnection point and a laterally inward end pivotally connected to theframe at a second connection point; an upper link having a laterallyoutward end pivotally connected to the trailing arm at a thirdconnection point and a laterally inward end pivotally connected to theframe at a fourth connection point; and a toe link having a laterallyoutward end pivotally connected to the knuckle at a fifth connectionpoint and a laterally inward end pivotally connected to the frame at asixth connection point. The fifth connection point is laterally furtherfrom a longitudinally and vertically extending center plane than thefirst and third connection points.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly thesixth connection point is laterally closer to the plane than the secondand fourth connection points.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly thesixth connection point is laterally between the plane and a line passingthrough the second and fourth connection points.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the lineis skewed relative to the plane.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly a linepassing through the first and third connection points is laterallybetween the plane and the first connection point.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the lineis skewed relative to the plane.

In some implementations of the present technology, a rear left hubrotationally connects the rear left wheel to the knuckle of the rearleft suspension assembly; a rear left brake disk is connected to therear left hub; a rear right hub rotationally connects the rear rightwheel to the knuckle of the rear right suspension assembly; and a rearright brake disk connected to the rear right hub. For each of the rearleft suspension assembly and the rear right suspension assembly thefifth connection point is laterally between a line passing through thefirst and third connection points and a corresponding one of the rearleft and rear right brake disk.

In some implementations of the present technology, a rear left hubrotationally connects the rear left wheel to the knuckle of the rearleft suspension assembly; a rear left brake disk is connected to therear left hub; a rear right hub rotationally connects the rear rightwheel to the knuckle of the rear right suspension assembly; and a rearright brake disk is connected to the rear right hub. For each of therear left suspension assembly and the rear right suspension assembly aline passing through the fifth and sixth connection points extendsthrough a circle defined by a perimeter of a corresponding one of therear left and rear right brake disk.

In some implementations of the present technology, for each of the rearleft suspension assembly and the rear right suspension assembly the toelink is vertically between the lower link and the upper link.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly has aninstant center axis passing through the sixth connection point and aconnection between the trailing arm and the frame. A rear differentialoperatively connects to the motor; a left constant velocity jointoperatively connects to the rear differential; a left half-shaftoperatively connects the left constant velocity joint to the rear leftwheel; a right constant velocity joint operatively connects to the reardifferential; and a right half-shaft operatively connects the rightconstant velocity joint to the rear right wheel.

In some implementations of the present technology, centers of the leftand right velocity joints are in proximity to their corresponding centerinstant axes.

In some implementations of the present technology, centers of the leftand right velocity joints are above their corresponding center instantaxes when viewed in a rear elevation view of the vehicle.

In some implementations of the present technology, centers of the leftand right velocity joints are laterally outward of their correspondingcenter instant axes when viewed in a top plan view of the vehicle.

In some implementations of the present technology, centers of the leftand right velocity joints are vertically lower than the fourthconnection points.

In some implementations of the present technology, centers of the leftand right velocity joints are vertically lower than the sixth connectionpoints.

In some implementations of the present technology, centers of the leftand right velocity joints are vertically higher than the secondconnection points.

In some implementations of the present technology, the second, fourthand sixth connection points are laterally between centers of the leftand right velocity joints.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has: anupper ball joint pivotally connecting the knuckle to the trailing arm,the upper ball joint being vertically higher than a wheel rotation axisof a corresponding one of the left rear wheel and the right rear wheel;and a lower ball joint pivotally connecting the knuckle to the trailingarm, the lower ball joint being vertically lower than the wheel rotationaxis.

In some implementations of the present technology, each of the rear leftsuspension assembly and the rear right suspension assembly also has ashock absorber assembly having a lower end pivotally connected to thetrailing arm and an upper end pivotally connected to the frame.

In some implementations of the present technology, a torsion bar ispivotally connected between the trailing arms.

For purposes of this application, terms related to spatial orientationsuch as forwardly, rearward, upwardly, downwardly, left, and right, areas they would normally be understood by a driver of the vehicle sittingthereon in a normal riding position. Terms related to spatialorientation when describing or referring to components or sub-assembliesof the vehicle, separately from the vehicle should be understood as theywould be understood when these components or sub-assemblies are mountedto the vehicle, unless specified otherwise in this application.

Embodiments of the present technology each have at least one of theabove-mentioned object and/or aspects, but do not necessarily have allof them. It should be understood that some aspects of the presenttechnology that have resulted from attempting to attain theabove-mentioned object may not satisfy this object and/or may satisfyother objects not specifically recited herein.

Additional and/or alternative features, aspects and advantages ofembodiments of the present technology will become apparent from thefollowing description, the accompanying drawings and the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present technology, as well as otheraspects and further features thereof, reference is made to the followingdescription which is to be used in conjunction with the accompanyingdrawings, where:

FIG. 1 is a perspective view of an off-road vehicle taken from a front,left side;

FIG. 2 is a left side elevation view thereof;

FIG. 3 is a front elevation view thereof;

FIG. 4A is a rear elevation view thereof;

FIG. 4B is a top plan view thereof;

FIG. 5 is a left side elevation view thereof with body panels and theleft wheels removed;

FIG. 6 is a left side elevation view of a frame of the vehicle of FIG.1;

FIG. 7 is a perspective view, taken from a front, left side, of acentral portion of the frame of FIG. 6;

FIG. 8 is a left side elevation view of the central portion of the frameof FIG. 7;

FIG. 9 is a top plan view of the central portion of the frame of FIG. 7;

FIG. 10 is a perspective view, taken from a front, left side, of a frontportion of the frame of FIG. 6;

FIG. 11 is a left side elevation view of the front portion of the frameof FIG. 10;

FIG. 12 is a top plan view of the front portion of the frame of FIG. 10;

FIG. 13 is a perspective view, taken from a rear, left side, of a rearportion of the frame of FIG. 6;

FIG. 14 is a left side elevation view of the rear portion of the frameof FIG. 13;

FIG. 15 is a top plan view of the rear portion of the frame of FIG. 13;

FIG. 16 is a front elevation view of the front suspension assemblies andassociated frame portions of the vehicle of FIG. 1;

FIG. 17 is a right side elevation view of the components of FIG. 16;

FIG. 18 is a bottom plan view of the components of FIG. 16;

FIG. 19 is a top plan view of the front suspension assemblies of FIG. 16with the shock absorber assemblies removed, a steering assembly and afront portion of a powertrain of the vehicle of FIG. 1;

FIG. 20 is a perspective view taken from a front, left side of the hoodof and front shock absorber assemblies of the vehicle of FIG. 1;

FIG. 21 is a left side elevation view of the frame, seats, steeringassembly, wheels, front suspension assemblies, rear suspensionassemblies and other components of the vehicle of FIG. 1, with the frontand rear suspension assemblies being fully compressed;

FIG. 22 is a left side elevation view of the frame, seats, steeringassembly, front wheels, front suspension assemblies, rear suspensionassemblies and other components of the vehicle of FIG. 1, with the frontand rear suspension assemblies being in a position corresponding to thevehicle being unloaded and on level ground;

FIG. 23 is a rear elevation view of the frame, seats, engine and rearsuspension assemblies of the vehicle of FIG. 1;

FIG. 24A is a perspective view, take from a rear, left side of the rearsuspension assemblies of the vehicle of FIG. 1;

FIG. 24B is a top plan view of the rear suspension assemblies of thevehicle of FIG. 24A;

FIG. 25A is a rear elevation view of the rear suspension assemblies ofFIG. 24A;

FIG. 25B is a close-up view of the laterally inward connections of therear suspension assemblies of FIG. 25A;

FIG. 26 is a partial cross-sectional view of the right rear suspensionassembly and passenger seat of the vehicle of FIG. 1, taken through line26-26 of FIG. 25A;

FIG. 27 is an exploded view of the trailing arm and links of the rightsuspension assembly of FIG. 26 and the right knuckle;

FIG. 28 is a bottom plan view of portions of the frame, the rearsuspension assemblies, the seats and the powertrain of the vehicle ofFIG. 1;

FIG. 29 is a partial cross-sectional view of the frame, seats andpowertrain of the vehicle of FIG. 1;

FIG. 30 is a perspective view taken from a rear, left side of a frontdifferential of the powertrain of the vehicle of FIG. 1;

FIG. 31 is a right side elevation view of the engine, air intake systemand exhaust system of the vehicle of FIG. 1;

FIG. 32 is a front elevation view of the components of FIG. 31;

FIG. 33 is a rear elevation view of the components of FIG. 31;

FIG. 34 is a top plan view of the components of FIG. 31;

FIG. 35 is a right side elevation view of the components of FIG. 31disposed in the frame of the vehicle of FIG. 1 with the seats, thesuspension assembly, the steering assembly and the remainder of thepowertrain;

FIG. 36 is a perspective view taken from a rear, left side of the airintake system, the exhaust system and the frame of the vehicle of FIG.1;

FIG. 37 is a left side elevation view of a front of the frame, the frontsuspension assemblies and the steering assembly of the vehicle of FIG.1;

FIG. 38 is a bottom plan view of the front wheels, the front suspensionassemblies and the steering assembly of the vehicle of FIG. 1;

FIG. 39 is a left side elevation view of a driver seat of the vehicle ofFIG. 1 with a left side portion of the seat bottom of the driver seatremoved;

FIG. 40 is a bottom plan view of the seats of the vehicle of FIG. 1; and

FIG. 41 is a left side elevation view of the driver seat of FIG. 39 withthe seat moved forwardly.

DETAILED DESCRIPTION

The present technology will be described with respect to a four-wheeloff-road vehicle 10 having two side-by-side seats and a steering wheel.However, it is contemplated that some aspects of the present technologymay apply to other types of vehicles such as, but not limited to,off-road vehicles having a handlebar and a straddle seat (i.e. anall-terrain vehicle (ATV)) and off-road vehicles having more or lessthan four wheels.

The general features of the off-road vehicle 10 will be described withrespect to FIGS. 1 to 5. The vehicle 10 has a frame 12, two front wheels14 connected to a front of the frame 12 by front suspension assemblies16 and two rear wheels 18 connected to the frame 12 by rear suspensionassemblies 20.

The frame 12 defines a central cockpit area 22 inside which are disposeda driver seat 24 and a passenger seat 26. In the present implementation,the driver seat 24 is disposed on the left side of the vehicle 10 andthe passenger seat 26 is disposed on the right side of the vehicle 10.However, it is contemplated that the driver seat 24 could be disposed onthe right side of the vehicle 10 and that the passenger seat 26 could bedisposed on the left side of the vehicle 10. A steering wheel 28 isdisposed in front of the driver seat 24. The steering wheel 28 is usedto turn the front wheels 14 to steer the vehicle 10. Various displaysand gauges 29 are disposed above the steering wheel 28 to provideinformation to the driver regarding the operating conditions of thevehicle 10. Examples of displays and gauges 29 include, but are notlimited to, a speedometer, a tachometer, a fuel gauge, a transmissionposition display, and an oil temperature gauge.

As can be seen in FIG. 5, an engine 30 is connected to the frame 12 in arear portion of the vehicle 10. The engine 30 is connected to acontinuously variable transmission (CVT) 32 disposed on a left side ofthe engine 30. The CVT 32 is operatively connected to a transaxle 34 totransmit torque from the engine 30 to the transaxle 34. The transaxle 34is disposed behind the engine 30. The transaxle 34 is operativelyconnected to the front and rear wheels 14, 18 to propel the vehicle 10.A powertrain of the vehicle 10 will be described in greater detailbelow. A fuel tank 36 is suspended from the frame 12 in front of thedriver seat 26 as best seen in FIG. 35. The fuel tank 36 is disposedabove the floor of the cockpit area 22 to the right of a longitudinalcenterline 37 (shown in FIG. 28) of the vehicle 10. A filler neck 35that is selectively closed by a cap 38 extends upward, rightward andrearward from a top, right and rear portion of the fuel tank 36. A fuelpump (not shown) is inserted through a top of the fuel tank 36.

Turning back to FIGS. 1 to 4B, body panels of the vehicle 10 will bedescribed. The body panels are connected to the frame 12. The panelshelp protect the internal components of the vehicle 10 and provide someof the aesthetic features of the vehicle 10. Front panels 40 areconnected to a front of the frame 12. The front panels 40 are disposedforward of the front suspension assemblies 16 and laterally between thefront wheels 14. The front panels 40 define two apertures inside whichthe headlights 42 of the vehicle 10 are disposed. A cover 44 extendsgenerally horizontally reward from a top of the front panels 40. Thecover 44 defines an aperture 45 through which tops of the frontsuspension assemblies 16 protrude as will be described in greater detailbelow. Front fenders 46 are disposed rearward of the front panels 40 oneach side of the vehicle 10. Each front fender 46 is disposed in partabove and in part behind of its corresponding front wheel 14. Lowerpanels 48 extend along the bottom of the frame 12 between the front andrear wheels 14, 18. As can be seen in FIG. 2 for the left lower panel48, each lower panel 48 has a front end disposed under the bottomportion of its corresponding front fender 46 and extends rearwardtherefrom. A generally L-shaped panel 49 is disposed behind the rear endof each lower panel 48. Generally L-shaped rear fenders 50 extend upwardand then rearward from the rear, upper ends of the L-shaped panels 49.Each rear fender 50 is disposed in part above and in part forward of itscorresponding rear wheel 18. The rear fenders 50 define apertures at therear thereof to receive the brake lights 64 of the vehicle 10. It iscontemplated that the brake lights 64 could be replaced with reflectorsor that reflectors could be provided in addition to the brake lights 64.

On each side of the vehicle 10, the front fender 46, the lower panel 48,the L-shaped panel 49 and the rear fender 50 define a passage 52 throughwhich a driver (or passenger depending on the side of the vehicle 10)can enter or exit the vehicle 10. Each side of the vehicle 10 isprovided with a door 54 that selectively closes an upper portion of thecorresponding passage 52. Each door 54 is hinged at a rear thereof toits corresponding rear fender 50 and associated portion of the frame 12and is selectively connected at a front thereof to its correspondingfront fender 46 via a releasable latch (not shown). It is contemplatedthat each door 54 could be hinged at a front thereof and latched at arear thereof. As best seen in FIG. 2 for the left side of the vehicle10, when the doors 52 are closed the lower portions of the passages 52are still opened. It is contemplated that nets could extend in the lowerportions of the passages 52 when the doors 54 are closed or that thedoors 54 could be larger so as to close the lower portions of thepassages 52.

As best seen in FIG. 4B, the rear fenders 50 define a cargo space 56therebetween behind the seats 24, 26. The cargo space 56 has a floor 58extending horizontally between the rear fenders 50. The floor 58 has aplurality of apertures such that the floor 58 can act as an attachmentsbase to receive anchors such as those described in U.S. Pat. No.8,875,830, issued Nov. 4, 2014, the entirety of which is incorporatedherein by reference, in order to secure various items in the cargo space56. It is contemplated that hooks or loops could be provided instead ofor in addition to the apertures in the floor 58. It is also contemplatedthat the floor 58 could not be provided with any attachment features. Itis contemplated that the floor 58 could be replaced by a cargo box thatcan be tilted in order to dump its content. A separation panel 60extends laterally and is disposed longitudinally between the seats 24,26 and the floor 58. As a result, the separation panel 60 separates thecockpit area 22 from the cargo area 56. As best seen in FIGS. 4A and 4B,rear panels 62 are disposed laterally between the rear wheels 18 behindthe floor 58.

Turning now to FIGS. 6 to 15, the frame 12 of the vehicle 10 will bedescribed in more detail. The frame 12 has a central portion 100, afront portion 102 and a rear portion 104. As their names suggest, thefront portion 102 is disposed in front of the central portion 100 andthe rear portion 104 is disposed behind the central portion 100. Thecentral portion 100 defines the cockpit area 22 in which the seats 24,26 are disposed. The central portion 100 also defines a roll cage 106.The front suspension assemblies 16 are connected to the central andfront portions 100, 102 of the frame 12 as will be described in greaterdetail below. The engine 30, the CVT 32 and the transaxle 34 aresupported by the rear portion 104 of the frame 12 as will be describedin greater detail below. The rear suspension assemblies 20 are connectedto the central and rear portions 100, 104 of the frame 12 as will bedescribed in greater detail below. The frame 12 is made from a pluralityof hollow cylindrical steel members and steel brackets that are weldedto each other. It is contemplated that at least some of the hollowcylindrical members could be replaced by other types of members such assolid cylindrical members, hollow tubes having a cross-section otherthan circular, and beams, for example. It is also contemplated that themembers and brackets could be made of another type of metal, such asaluminum for example. It is also contemplated that at least some of themembers and brackets could be made of a non-metallic material, such ascomposite materials or plastics for example. It is also contemplatedthat at least some of the members and brackets could be joined to eachother by means other than welding, such as by fastening and bonding forexample. It is also contemplated that two or more of the members andbrackets described below could be cast or otherwise formed as a singlecomponent. It is also contemplated that the frame 12 could have more orless members and brackets than described below depending on the type ofmaterials used, the required strength and rigidity of the frame 12 andthe weight of the components attached to the frame 12 for example.

The central portion 100 of the frame 12 will now be described in greaterdetail with reference to FIGS. 7 to 9 and 36. The central portion 100has a laterally extending bottom member 108. Brackets 110, 111, bestseen in FIG. 36, are connected to the rear of the bottom member 108 andextend rearward from the member 108. The brackets 110, 111 are disposedlaterally inward of the ends of the bottom member 108. The brackets 110are used to connect the rear suspension assemblies 20 as will bedescribed in greater detail below. The brackets 111 are used to connectthe rear of the seats 24, 26. Two bottom members 112 are connected attheir rear ends to the ends of the bottom member 108. From the bottommember 108, the bottom members 112 extend forward and laterally inward.A laterally extending bottom member 116 is connected to and extendsbetween the two bottom members 112. The bottom member 116 is disposedforward of the bottom member 108. The front ends of the bottom members112 are connected to the rear of a laterally extending bottom member118. The bottom member 118 is disposed forward of the bottom member 116.A bracket 120 is connected to the bottom member 118. The bracket 120supports a portion of the powertrain of the vehicle 10 as will bediscussed in greater detail below. Generally vertical members 114 extendupward from the ends of the laterally extending member 118. Diagonalmembers 122 extend forward and laterally inward from the ends of thelaterally extending member 118 and connect at their front ends to alaterally extending member 123. The members 108, 112, 114, 116, 118, 122and 123 are straight.

From their bottom ends, the generally vertical members 114 extendupward, forward and laterally inward. Two other generally verticalmembers 124 are connected at their bottom ends to the top of thelaterally extending bottom member 123. From their bottom ends, thegenerally vertical members 124 extend upward, forward and laterallyinward. As can be seen in FIG. 8, the generally vertical members 124 aredisposed forward of the generally vertical members 114. As can also beseen in FIG. 8, the top ends of the generally vertical members 124 arevertically higher than the top ends of the generally vertical members114. Each generally vertical member 124 has a notch 126 in a frontthereof. A rectangular hollow member 127 (see FIGS. 6, 17 and 36) isreceived in the notches 126 and is connected to the vertical members114. For each pair of a generally vertical member 114 and itscorresponding generally vertical member 124, straight horizontal members128 and 130 are connected to and extend between the generally verticalmembers 114,124. As can be seen, the horizontal members 128 are disposedvertically higher than the notches 126. The horizontal members 130 aredisposed vertically higher than the horizontal members 128. Thehorizontal members 130 are connected to the top ends of the generallyvertical members 114 and below the top ends of the generally verticalmembers 124. Brackets 132 are connected to the top of notches formed inthe laterally outer ends of the members 130. A bracket 134 is connectedto and extends between the generally vertical members 124. Anotherbracket 135 is connected to the top ends of the vertical members 124.The members 114, 122, 123, 124, 128 and 130 and the bracket 134 form abarrier at a front of the cockpit area 22. A plate 136 is connected to atop of the left horizontal member 128 and to the left of the leftgenerally vertical member 124. The plate 136 is used to connect variouscomponents of the braking system to the frame 12, such as the mastercylinder (not shown).

A support frame structure 138 is disposed behind and is connected to thebarrier formed by the members 114, 122, 123, 124, 128 and 130. The framestructure 138 is used to connect a bracket 139 used to support thesteering wheel 28 on a left side thereof and to connect the fuel tank 36on a right side thereof. The frame structure 138 is made of a pluralityof members. The legs of the frame structure 138 are connected to thegenerally vertical members 124 and extend upward and rearward therefromas can be seen in FIG. 17. As would be understood, in countries whereregulations require the steering wheel 28 to be disposed on a right sideof the vehicle 10, the bracket 139 used to support the steering wheel 28would be connected on the right side of the frame structure 138 and thefuel tank 36 would be connected on the left side of the frame structure138.

Rear members 140 extend upward and rearward from the ends of the bottommember 108. Side members 142 are connected to and extend upward andrearward from vertical members 114. Cross-members 144 extend between andare connected to the rear portions of the bottom members 112 and of theside members 142. Each side member 142 and its corresponding bottommember 112 is provided with a bracket 146 extending between andconnected to the front portions of the members 142, 112. Side members148 are connected to the upper portion of the rear members 140. From therear members 140, the side members 148 extend downward and forward andconnect to the rear ends of the side members 142. Brackets 150 connectthe front portions of the side members 142 to the generally verticalmembers 114. A laterally extending member 152 is connected to the topsof the rear members 140. Brackets 153 are connected to the top ofnotches formed in the ends of the member 152. As best seen in FIG. 9,brackets 154 are connected to the back of the member 152. The brackets154 are used to connect a portion of the rear suspension assemblies 20,as will be described in greater detail below. Another laterallyextending member 155 is connected between the rear members 140 below thelaterally extending member 152. Brackets 156 are connected to thelaterally extending member 155. The brackets 156 are used to connectseat belt mechanisms 157 (FIG. 40) of the seats 24, 26. Two seat beltmechanisms 157 are provided per seat 24, 26 as the seat belts arefour-point harnesses. It is contemplated that a single seat beltmechanism 157′ (see FIGS. 39, 40) could be provided should the seatbelts be three-point seat belts. In such an embodiment, the seat beltmechanisms 157′ would be mounted to the rear members 140 of the centralportion of the frame 12.

As best seen in FIG. 7, a laterally extending member 160 extends betweenand connects to the side member 142 such that the member 160 isvertically spaced from and parallel to the bottom member 116. Thebrackets 158 are connected to the member 160 and are used to fasten theseats 24, 26 to the central portion 100 of the frame 12.

The roll cage 106 is connected at its front to the brackets 132 and atits rear to the brackets 153. Legs 162 are connected to and extendupward and forward from the brackets 153. The upper ends of the legs 162are received in and connected to connectors 164. Legs 166 are connectedto and extend upward and rearward from the brackets 132. The upper endsof the legs 166 are received in and connected to the connectors 164. Asbest seen in FIG. 8, the legs 166 are bent near their center points.Brackets 167 are provided at the bend in the legs 166. A frontcross-member 168 is connected to and extends between the legs 166. Thecross-member 168 is connected to the legs 166 at points disposedslightly rearward of the bends in the legs 166. The cross-member 168 hastwo angled portions and a lateral portion disposed between the angledportions. The angled portions of the cross-member 168 extend upward,rearward and laterally inward from the legs 166. A rear cross-member 169is connected to and extends between the legs 166. The cross-member 169is disposed rearward of the cross-member 168. The cross-member 169 isconnected to the legs 166 at points disposed forward of the upper endsof the legs 162. The cross-member 169 has two angled portions and alateral portion disposed between the angled portions. The angledportions of the cross-member 169 extend rearward and laterally inwardfrom the legs 166. As best seen in FIG. 9, the lateral portion of thecross-member 168 is longer than the lateral portion of the cross-member169. A generally H-shaped frame structure 170 is connected by brackets171 between the cross-members 168, 169. The H-shaped frame structure 170extends over the central portion of the cockpit area 22. As can be seenin FIG. 8, the H-shaped frame structure 170 is arched and is verticallyhigher than the top of the legs 166. As can be seen in FIGS. 6 and 36,legs 172 connect to the connectors 164 and extend rearward, downward andlaterally inward therefrom. The legs 172 extend through the rear fenders50 and are connected to the floor 58 of the cargo space 56. Brackets(not shown) connect the rear of the legs 172 to the rear portion 104 ofthe frame 12.

Turning now to FIGS. 10 to 12, the front portion 102 of the frame 12will be described. The front portion 102 of the frame 12 has a frontbracket 174. The front face of the front bracket 174 has two apertures176 and two apertures 178 for connecting the front suspension assemblies16 as will be described in greater detail below. These components of thefront suspension assemblies 16 are disposed between the front bracket174 and a bumper frame assembly 179 as can be seen in FIG. 17.

Two longitudinally extending members 180 connect to and extend rearwardand slightly downward from the lower corners of the bracket 174. Alaterally extending member 182 connects to the rear ends of the members180. Two members 184 connect to the member 182 at positions that arelaterally inward of the positions where the members 180 connect to themember 182. From the member 182, the members 184 extend upward, rearwardand laterally outward. Generally triangular brackets 186 are connectedto the members 184 and are disposed below the members 184. The brackets186 are connected to the vertical members 124 of the central portion 100of the frame 12 below the notches 126.

A longitudinally extending member 188 is connected to the center of thebottom of the bracket 174 and to the center of the bottom of thelaterally extending member 182. The member 188 is parallel to themembers 180. As can be seen in FIG. 11, the member 188 extends rearwardof the member 182. The member 188 defines a notch 190 in a rear portionthereof. The bottom member 123 of the central portion 100 of the frame12 is received in the notch 190 of the member 188 and is connected tothe member 188. Plates 192 are provided on either sides of the member188. Each plate 192 is connected to the bracket 174, the member 182 andits respective member 180 to close the opening defined between thesecomponents.

Two members 194 connect to and extend rearward, upward and laterallyoutward from the upper corners of the bracket 174. A bracket 196 isconnected between the front portions of the members 194 rearward of thebracket 174. The bracket 196 has a top plate 198 and a rear plate 200.The rear plate 200 has two apertures for connecting the front suspensionassemblies 16 as will be described in greater detail below. Generallytriangular brackets 202 are connected to the members 194 and aredisposed on the laterally outward sides of the members 124. The rearends of the members 194 have notches 204 inside which are received thehorizontal members 128 of the central portion 100 of the frame 12 toconnect the members 194 to the horizontal members 128.

Turning now to FIGS. 13 to 16, the rear portion 104 of the frame 12 willbe described. The rear portion 104 has a mounting bracket 206. Twobottom members 208 connect to and extend forward and laterally outwardfrom the lower corners of the mounting bracket 206. The front ends ofthe members 208 are connected to the rear of the bottom member 108 ofthe central portion 100 of the frame 12. The members 208 are connectedto the bottom member 108 at positions that are laterally inward of thebrackets 110. As can be seen in FIG. 6, the bottoms of the members 208and the members 112 are aligned with each other. Two members 210, seenin FIGS. 6 and 36, are connected at their bottom ends to the bottommembers 208, extend upward, forward and outward therefrom and connect attheir top ends to the rear members 140 of the central portion of theframe 12. A laterally extending member 212 extends between the members208 at a position longitudinally between the bottom member 108 and themounting bracket 206. A bracket 214 is connected to the member 212 at aposition laterally between the left bottom member 208 and the lateralcenter of the member 212. A bracket 216 is connected to the member 212at a position laterally between the right bottom member 208 and thelateral center of the member 212. The bracket 214 extends forward of themember 212 and the bracket 216 extends rearward of the member 212. Thebrackets 214, 216 connect the engine 30 to the rear portion 104 of theframe 12.

Two members 218 are connected to the rear ends of the members 208. Fromthe members 208, the members 218 extend upward, forward and laterallyoutward. The members 218 extend along the front portion of the bracket206 as can be seen in FIG. 14. Two members 222 are connected to the topends of the members 218. A laterally extending member 220 is connectedto the rear ends of the members 222 and is located on top of the bracket206. The member 220 is disposed rearward of the members 218 and lowerthan the top ends of the members 218 as can be seen in FIG. 14. The twomembers 222 are connected near the ends of the member 220. From themember 220, the members 222 extend forward, upward and laterallyoutward. The top ends of the members 222 are connected to the ends ofthe member 152 of the central portion 100 of the frame 12.

As can be see in FIG. 13, the bracket 206 has two apertures 224, twoapertures 226 (only one shown) and two apertures 228 (only one shown).The apertures 226 are defined in a surface of the bracket 206 that ismore rearward than the surface in which the apertures 224 and 228 aredefined. The apertures 224, 226 and 228 are used to connect componentsof the rear suspension assemblies 20 as will be described in greaterdetail below. These components of the rear suspension assemblies 20 aredisposed between the bracket 208 and a bracket 230. The bracket 230 isdisposed rearward of the bracket 206. As can be seen in FIG. 13, thebracket 230 has two apertures 232, two apertures 234 and two apertures236 which are aligned with the apertures 224, 226 and 228 respectively.The apertures 234 are defined in a surface of the bracket 230 that ismore rearward than the surfaces in which the apertures 232 and 236 aredefined.

Turning now to FIGS. 16 to 18, the front suspension assemblies 16 willbe described in more detail. As the left and right front suspensionassemblies 16 are mirror images of each other, only the right frontsuspension assembly 16 will described in detail. Components of the leftfront suspension assembly 16 that correspond to those of the right frontsuspension assembly 16 have been labeled with the same referencenumerals in the figures.

The front suspension assembly 16 is a double A-arm suspension assembly.As such, the front suspension assembly 16 has a lower A-arm 250, anupper A-arm 252 and a shock absorber assembly 254. The shock absorberassembly 254 includes a coil spring disposed around a hydraulic shock,and the hydraulic shock has a separate reservoir connected to it. Sinceshock absorber assemblies of this type are well known, the shockabsorber assembly 254 will not be described in greater detail.

As can be seen in FIG. 16, the lower A-arm 250 is longer in a lateraldirection than the upper A-arm 252. The laterally inward ends of theupper and lower A-arms 250, 252 are pivotally connected to the frame 12as will be described below. The laterally outward ends of the A-arms 250and 252 are pivotally connected to the bottom and the top of a kingpin256 respectively. The kingpin 256 pivots relative to the A-arms 250, 252about an axis 258 (FIG. 16) that is the steering axis of the front wheel14. The front wheel 14 is connected to a hub 260 that is rotationallyconnected to the kingpin 256 such that the wheel 14 can rotate about thewheel rotation axis 262 (FIG. 16).

As best seen in FIG. 18, the lower A-arm 250 has a front arm 264 and arear arm 266. A bracket 268 (FIG. 18) is connected between the front andrear arms 264, 266 near their laterally outward ends. The laterallyinward end of the front arm 264 is pivotally connected to the frontbracket 174 of the front portion 102 of the frame 12 via the aperture178. As can be seen in FIG. 17, the laterally inward end of the frontarm 264 is disposed in front of the front bracket 174. The bumper frameassembly 179 is disposed in front of the laterally inward ends of thefront arms 264 of both lower A-arms 250 (i.e. of the left and rightsuspension assemblies 16) such that the laterally inward ends of thefront arms 264 are held between the front bumper assembly 179 and thefront bracket 174. The laterally inward end of the rear arm 266 ispivotally connected to the bottom member 123 of the central portion 100of the frame 12 via a tube 272 (FIG. 17) connected to the bottom member123. As can be seen, the laterally inward end of the rear arm 266 isdisposed in front of the bottom member 122. The laterally inward ends ofthe front and rear arms 264, 266, and therefore the lower A-arm 250,pivot about a pivot axis 274.

As best seen in FIG. 19, the upper A-arm 252 has a front arm 276 and arear arm 278. A cross-member 280 is connected between the front and reararms 276, 278. The laterally inward end of the front arm 276 ispivotally connected to the front bracket 174 of the front portion 102 ofthe frame 12 via the aperture 176. As can be seen in FIG. 17, thelaterally inward end of the front arm 276 is disposed in front of thefront bracket 174. The front bumper assembly 179 is disposed in front ofthe laterally inward ends of the front arms 276 of both upper A-arms 252(i.e. of the left and right suspension assemblies 16) such that thelaterally inward ends of the front arms 276 are held between the frontbumper assembly 179 and the front bracket 174. The laterally inward endof the rear arm 278 is pivotally connected to the rear plate 200 of thebracket 196 of the front portion 102 of the frame 12. The laterallyinward end of the rear arm 278 is disposed in front of the rear plate200. A plate (not shown) is disposed in front of the laterally inwardends of the rear arms 278 of both upper A-arms 252 (i.e. of the left andright suspension assemblies 16) such that the laterally inward ends ofthe rear arms 278 are held between this plate and the rear plate 200.The laterally inward ends of the front and rear arms 276, 278, andtherefore the upper A-arm 252, pivot about a pivot axis 286. The pivotaxis 286 of the upper A-arm 252 is parallel to the pivot axis 274 of thelower A-arm 250 and both pivot axes 274, 286 extend downward as theyextend rearward and extend parallel to a vertical plane passing throughthe centerline 37 of the vehicle 10. As best seen in FIG. 16, the pivotaxes 274 of the two lower A-arms 250 are disposed laterally closer toeach other than the pivot axes 286 of the two upper A-arms 252. As bestseen in FIG. 17, the laterally inward ends of the upper A-arm 252 aredisposed closer to each other in the longitudinal direction of thevehicle 10 than the laterally inward ends of the lower A-arm 250.

As best seen in FIG. 19, a shaft 288 is connected to the top of thefront and rear arms 276, 278 near their laterally outward ends. Theshaft 288 pivotally connects the lower end of the shock absorberassembly 254 to the upper A-arm. From its lower end, the shock absorberassembly 254 extends upward, rearward and laterally inward. As best seenin FIG. 17, the upper end of the shock absorber assembly 254 ispivotally connected to the bracket 135 of the central portion 10 of theframe 12. The upper end of the shock absorber assembly 254 is disposedin front of the vertical member 124. A bracket 290 is disposed in frontof the upper ends of the shock absorber assemblies 254 of the left andright suspension assemblies 16 such that the upper ends of the shockabsorber assemblies 254 are held between the bracket 290 and the bracket135. As best seen in FIG. 20, the shock absorber assemblies 154 and thebracket 290 extend through an aperture 45 in the cover 44 of the vehicle10. Although not shown in FIG. 20, the bracket 135 also extends throughthe aperture 45. As a result, the upper ends of the shock absorberassemblies 254 and the brackets 135, 290 are disposed above the cover 44and are visible from outside the vehicle 10. As can be seen in FIG. 21,when the shock absorber assembly 254 of the front suspension assembly 16is fully compressed, the center of the corresponding front wheel 14 isdisposed vertically higher than the H-point 292 of the driver sitting inthe driver seat 24 with the driver seat 24 in its rearmost position. TheH-point corresponds to the pivot axis between a human torso and thigh asdefined by the H-point template and H-point machine in SAE J826 (asrevised in November 2008), the entirety of which is incorporated hereinby reference.

Turning back to FIGS. 16, 17 and 19, each upper A-arm 252 has a bracket294 (FIG. 19) connected on top of its rear arm 278. Links 296 areconnected at their lower ends by ball joints to the brackets 294. Thelinks 296 extend generally vertically and are connected at their upperends to opposite ends of a sway bar 298 by ball joints. The sway bar 298is supported by a pair of bushings 300. The bushings 300 are connectedto the bottom of the members 194 of the front portion 102 of the frame12.

Turning now to FIGS. 23 to 27, the rear suspension assemblies 20 will bedescribed in more detail. As the left and right rear suspensionassemblies 20 are mirror images of each other, only the right rearsuspension assembly 20 will described in detail. Components of the leftrear suspension assembly 20 that correspond to those of the right rearsuspension assembly 20 have been labeled with the same referencenumerals in the figures.

The rear suspension assembly 20 has a trailing arm 350, a shock absorberassembly 352, an upper link 354, a toe link 356 and a lower link 358.The ends of the links 354, 356, 358 have ball joints. The trailing arm350 and the links 354, 356, 358 are connected to a knuckle 360 as willbe described in greater detail below. A hub 362 (FIG. 23) isrotationally connected to the knuckle 360. The rear wheel 18 isconnected to the hub 362 such that the wheel 18 can rotate about thewheel rotation axis 364 (FIGS. 23, 24B). As best seen in FIG. 24A, abrake disk 365 is mounted to the hub 362. A brake caliper 367 is mountedto the knuckle 360.

The trailing arm 350 is pivotally connected at its front end to thebracket 110 of the central portion 100 of the frame 12 by a ball joint369. The ball joint 369 is connected about an axis 366 (FIG. 26) that isdisposed below the passenger seat 26. As can be seen in FIG. 26, whenthe passenger seat 26 is in its rearmost position as shown, the axis 366is disposed forward of the rearmost point of the seat bottom 368 of theseat 26 and rearward of the forwardmost point of the seat bottom 368(note: these points are contained in vertical lines 370, 372respectively). The same is true for the axis 366 of the ball joint 369of the left trailing arm 350 with respect to the driver seat 24.

As best seen in FIG. 27, the trailing arm 350 has a front portion 374, acurved portion 376 and a knuckle receiving portion 378. The frontportion 374 is straight and tapers toward it front. The front portion374 defines two apertures 380. A plate 382 and a bracket 384 areconnected to the top, rear portion of the front portion 374. The plate382 and the bracket 384 are used to connect the lower end of the shockabsorber assembly 352 and the torsion bar 426 as described below. Thecurved portion 376 is connected at its front end to the rear of thefront portion 374. The curved portion 376 gets thicker as it extendsrearward. The curved portion 376 is curved such that as it extendsrearward, it initially extends laterally inward and then laterallyoutward. The rear end of the curved portion 376 is disposed laterallyoutward of the rear end of the front portion 374. The knuckle receivingportion 378 is connected at its front end to the rear of the curvedportion 376. A brace 386 is connected to the rear of the knucklereceiving portion 378 to define a space inside which the knuckle 360 isreceived. Brackets 390, 392 are provided in the knuckle receivingportion 378 to connect the knuckle 360 to the trailing arm 350 asdescribed below. A scraping member 393 is connected to the bottom of theknuckle receiving portion 378 and extends under the brake disk 365.

As best seen in FIG. 23, the laterally inward end of the upper link 354is disposed longitudinally between the brackets 206, 230 of the rearportion 104 of the frame 12. A fastener 394 is inserted through theaperture 232 of the bracket 230 (FIG. 13), the aperture in the balljoint at the laterally inward end of the upper link 354, and theaperture 224 in the bracket 206 (FIG. 13) to pivotally fasten the upperlink 354 to the rear portion 104 of the frame 12. The laterally outwardend of the upper link 354 is disposed inside a recess formed between thebracket 390 and the brace 386. An upper tab 396 of the knuckle 360 has aball joint 397 (FIG. 27) received therein at a position above the wheelrotation axis 364. The upper tab 396 is received in the bracket 390forward of the laterally outward end of the upper link 354. As best seenin FIGS. 25A and 27, a single fastener 398 is inserted through the brace386, the aperture in the ball joint at the laterally outward end of theupper link 354, the bracket 390 and the ball joint 397 in the upper tab396 of the knuckle 360 to fasten the upper link 354, the knuckle 360 andthe trailing arm 350 together.

As best seen in FIG. 23, the laterally inward end of the toe link 356 isdisposed longitudinally between the brackets 206, 230 of the rearportion 104 of the frame 12. A fastener 400 is inserted through theaperture 234 of the bracket 230 (FIG. 13), the aperture in the balljoint at the laterally inward end of the toe link 356, and the aperture226 in the bracket 206 (FIG. 13) to pivotally fasten the toe link 356 tothe rear portion 104 of the frame 12. The laterally outward end of thetoe link 356 is received between the brace 386 and the knuckle 360. Thelaterally outward end of the toe link 356 is pivotally fastened to therear of the knuckle 360 by a fastener 402 inserted through the aperturein the ball joint at the laterally outward end of the toe link 356 andin an aperture 404 (FIG. 27) in the knuckle 360.

As best seen in FIG. 23, the laterally inward end of the lower link 358is disposed longitudinally between the brackets 206, 230 of the rearportion 104 of the frame 12. A fastener 406 is inserted through theaperture 232 of the bracket 230 (FIG. 13), the aperture in the balljoint at the laterally inward end of the lower link 358, and theaperture 228 in the bracket 206 (FIG. 13) to pivotally fasten the lowerlink 358 to the rear portion 104 of the frame 12. The laterally outwardend of the lower link 358 is disposed inside a recess formed between thebrace 386 and the bracket 392. A lower tab 408 (FIG. 27) of the knuckle360 has a ball joint 409 (FIG. 27) received therein at a position belowthe wheel rotation axis 364. The lower tab 408 is received in thebracket 392 forward of the laterally outward end of the lower link 358.As best seen in FIGS. 24A and 27, a single fastener 410 is insertedthrough the brace 286, the aperture in the ball joint at the laterallyoutward end of the lower link 358, the bracket 392 and ball joint 409 inthe lower tab 408 of the knuckle 360 to fasten the lower link 358, theknuckle 360 and the trailing arm 350 together.

As best seen in FIG. 24B, from their connections with the rear portion104 of the frame 12, the links 354, 356, 358 extend forward as theyextend toward the knuckle 360. The links 354, 356, 358 are disposedrearward of the wheel rotation axis 364. The toe link 356 is disposedrearward of the upper and lower links 354, 358. As best seen in FIG.25B, the laterally inward connection point 442 of the toe link 356 isdisposed laterally inward of the laterally inward connection points 444,446 of the upper and lower links 354, 358. The connection point 442 isalso laterally between a line 448 passing through the connection points444, 446 and a longitudinally and vertically extending center plane 450of the vehicle 10. As can be seen in FIG. 25A, the laterally outwardconnection point 452 of the toe link 356 is disposed laterally outwardof the laterally outward connection points 454, 456 of the upper andlower links 354, 358. The connection point 452 is also laterally betweena line 458 passing through the connection points 454, 456 and alongitudinally and the corresponding brake disk 365.

As can be seen in FIG. 24B, when viewed from above, a line 460 passingthrough the connection points 444, 454 of the upper link 354 is skewedrelative to a line 462 passing through the connection points 442, 452 ofthe toe link 356 and to a line 464 (hidden in FIG. 24B) passing throughthe connection points 446, 456 of the lower link 358. As can be seen inFIGS. 25A and 25B, when viewed from behind, with rear suspension 20 in aposition where the line 458 passing through the laterally outwardconnection points 454, 456 is vertical (i.e. as shown in FIGS. 25A,25B), the lines 460 and 464 are parallel to each other, but the line 462is skewed relative to the lines 460, 464. The relative angle between thelines 460 and 464 varies by less than 1 degree throughout a full rangeof travel of the rear suspension assembly 20, as such the lines 460 and464 are considered substantially parallel for all positions of the rearsuspension assembly 20. As can be seen in FIG. 24B, the line 462 passingthrough the connection points 442, 452 of the toe link 356 extendsthrough a circle defined by a perimeter of it corresponding brake disk365.

The shock absorber assembly 352 includes a coil spring disposed around ahydraulic shock, and the hydraulic shock has a separate reservoirconnected to it. Since shock absorber assemblies of this type are wellknown, the shock absorber assembly 352 will not be described in greaterdetail. The lower end of the shock absorber assembly 352 is pivotallyconnected to the trailing arm 350 by a ball joint (not shown) about apivot axis 412 (FIG. 26) via the bracket 384. From the bracket 384, theshock absorber assembly 352 extends upward, forward and laterallyinward. As can be seen in FIG. 23, the upper end of the shock absorberassembly 352 is pivotally connected to the bracket 154 of the centralportion 100 of the frame 12 via a ball joint (not shown) about a pivotaxis 414 (FIG. 26). As can be seen in FIG. 23, the upper portion of theshock absorber assembly 352 is disposed laterally inward of the leg 172and the member 222 of the frame 12. The engine 30 is disposed laterallybetween the left and right shock absorber assemblies 352. As can be seenin FIG. 21 for the left rear suspension assembly 20, when the shockabsorber assembly 352 of the rear suspension assembly 20 is fullycompressed, the center of the corresponding rear wheel 18 and the lowerend of the shock absorber assembly 352 are disposed vertically higherthan the H-point 292 of the driver sitting in the driver seat 24 withthe driver seat 24 in its rearmost position.

As the rear suspension assembly 20 travels up and down during operationof the vehicle 10, the trailing arm 350 and the toe link 356 pivot aboutan instant center axis 466 of the rear suspension assembly 20. As can beseen in FIGS. 24A and 24B, the instant center axis 466 is the axispassing through a center of the ball joint 369 at the front of thetrailing arm 350 and the center of the ball joint at the laterallyinward end of the toe link 356 (i.e. the connection point 442).

As can be seen in FIG. 26 for the passenger seat 26 and the right rearsuspension assembly 20, the axis 366 of the trailing arm 350 and thepivot axis 414 of the shock absorber assembly 352 are positioned suchthat the lateral center portion of the seat back 416 of the passengerseat 26 has a forwardmost point 418 disposed rearward of the axis 366and a rearmost point 420 disposed forward of the pivot axis 414 when thepassenger seat 26 is in its rearmost position as shown. The same is truefor the driver seat 24 with respect to the left suspension assembly 20.

As best seen in FIG. 24A, the left and right trailing arms 350 are eachpivotally connected to links 422. Each link 422 is connected by a balljoint (not shown) to its corresponding trailing arm 350 by the plate 382and the bracket 384 between which its lower end is received. The links422 extend upward and pivotally connect via ball joints to opposite endsof a torsion bar 426. The torsion bar 426 is connected via two pillowblocks 424 to the members 210 of the rear portion 104 of the frame 12 ascan be seen in FIG. 5.

As can be seen in FIG. 22, a line 428 passing through points 430 and 432is disposed above the shoulder (generally indicated by curve 434) of adriver of the vehicle 10 sitting in the driver seat 24 in its rearmostposition as shown with his back firmly against the seat back 416. Thecurve 434 contains the shoulder reference point as defined in SAE J826(as revised in November 2008). The point 430 is the point at theintersection of the pivot axis 414 of the rear shock absorber assembly352 and the centerline 436 of the shock absorber of the rear shockabsorber assembly 352. The point 432 is the point at the intersection ofthe upper pivot axis 438 of the front shock absorber assembly 254 andthe centerline 440 of the shock absorber of the front shock absorberassembly 254.

Turning now to FIGS. 5 and 28 to 35, the powertrain of the vehicle 10will be described. The engine 30 is connected to the frame 12 behind theline 370 (FIG. 26) passing through the rearmost point of the seat bottom368. More specifically, the engine 30 has two engine mounts 500, 502(FIG. 31) on a lower portion thereof that are connected to the brackets214, 216 respectively (FIG. 13) of the rear portion 104 of the frame 12.The engine 30 is an in-line, three-cylinder, four-stroke internalcombustion engine. It is contemplated that other types of internalcombustion engines could be use, such as a V-twin or a two-strokeinternal combustion engine for example. It is also contemplated that insome implementations, the engine 30 could be replaced by another type ofmotor such as a diesel engine or an electric motor for example.

The transaxle 34 is mounted to the back of the engine 30. The transaxle34 is mechanically connected to a shifter 504 (FIG. 35). The shifter 504is disposed laterally between the two seats 24, 26. The shifter 504allows the driver to select from a plurality of combinations ofengagement of gears of the transaxle 34, commonly referred to as gears.In the present implementation, the shifter 504 allows the driver toselect a reverse gear, two forward gears (high and low) and a neutralposition in which the transaxle 34 does not transmit torque to thewheels 14, 18. It is contemplated that other types of connectionsbetween the shifter 504 and the transaxle 34 could be used. It is alsocontemplated that the transaxle 34 could select between transferringtorque to only two of the wheels 14 or 18 and all four wheels 14, 18, inwhich case a two-wheel drive, four-wheel drive selector would beprovided in the vicinity of the driver.

The CVT 32 is mounted on the left side of the engine 30 and of thetransaxle 34. The CVT 32 has a CVT housing 506 (FIGS. 32 to 34) insidewhich are located a primary pulley 508, a secondary pulley 510 and abelt 512 (schematically shown in FIG. 29). In order to cool the CVT 32,the CVT housing 506 is provided with two inlet pipes 514 to supply airinside the CVT housing 506 and two outlet pipes 516 to exhaust air fromthe CVT housing 506. The inlets of the inlet pipes 514 are connected tothe bottom of an air box 515, a cover of which has been removed to showinternal features thereof. The outlets of the outlet pipes 516 are opento the atmosphere. The primary pulley 508 is mounted on and driven bythe output shaft 518 of the engine 30 (schematically shown in FIG. 29)which protrudes from the left side of the engine 30. In the presentimplementation, the output shaft 518 is the crankshaft of the engine 30,but it is contemplated that it could be a separate shaft driven bycrankshaft. The secondary pulley 510 is mounted on and drives the inputshaft 520 of the transaxle 34 (schematically shown in FIG. 29) whichprotrudes from the left side of the transaxle 34. It is contemplatedthat the CVT 32 could be mounted on the right side of the engine 30 andof the trans axle 34, in which case the shafts 518 and 520 wouldprotrude from the right side of the engine 30 and transaxle 34respectively. The belt 512 is wrapped around the primary and secondarypulleys 508, 510 to transfer torque from the primary pulley 508 to thesecondary pulley 510. As a result, the engine 30 drives the CVT 32 whichdrives the transaxle 34.

As can be seen in FIG. 29, the output shaft 518 of the engine 30 and theinput shaft 520 of the transaxle 34 are vertically higher than thelowest point 521 of the seat bottom 368 the driver seat 24 when the seat24 is in its rearmost position as shown, with the vehicle 10 in anunloaded state, on flat, horizontal ground. As can also be seen in FIG.29, a line 522 passing through the highest points of the primary andsecondary pulleys 508, 510 passes vertically above the H-point 292 ofthe driver sitting in the driver seat 24 with the driver seat 24 in itsrearmost position.

The transaxle 34 has a plurality of gear trains connected and driving afront output shaft 524 (FIG. 31). The transaxle 34 incorporates a reardifferential 526 that is driven by the plurality of gear trains. Thedriven output gears (not shown) of the rear differential 526 rotateabout a laterally extending rear differential axis 528 (FIG. 31). Thedriven output gears of the rear differential 526 are operativelyconnected to and drive left and right rear half-shafts 530 via constantvelocity (CV) joints 531 (shown in FIGS. 24A to 25B), also known ashomokinetic joints, located inside flexible covers 532. From the reardifferential 526, the rear half-shafts 530 extend downward (when therear suspension assemblies 20 are in the position shown in FIG. 24A) andlaterally outward. The laterally outward ends of the rear half-shafts530 are operatively connected to and drive the rear wheel axles (notshown) via universal joints (not shown) located inside flexible covers534 (FIG. 23). The rear wheel axles extend through the knuckles 360 andconnect to the rear wheel hubs 362 which in turn drive the rear wheels18. As can be seen in FIGS. 24B and 28, the upper, toe, and lower links354, 356, 358 are located completely behind the half-shafts 530 and therear differential axis 528.

In order to reduce plunging of the half-shafts 530 in and out of the CVjoints 531 as the rear suspensions assemblies 20 travel up and down, theCV joints 531 are disposed in proximity to the instant center axes 466of the rear suspension assemblies 20. As can be seen in FIGS. 24B and25B, the centers 535 of the CV joints 531 are located slightly laterallyoutward (FIG. 24B) and vertically above (FIG. 25B) of the instant centeraxes 466. As best seen in FIG. 25B, the centers 535 of the CV joints 531are disposed laterally outward of the lines 448 passing through theconnections points 444, 446 of the upper and lower links 354, 358. Also,the centers of the CV joints 531 are vertically lower than theconnection points 444, 442 of the upper and toe links 354, 356 andvertically higher than the connections points 446 of the lower links358.

As can be seen in FIG. 28, the front output shaft 524 of the transaxle34 is disposed to the right of the longitudinal centerline 37 of thevehicle 10. The front output shaft 524 is operatively connected to anddrives a driveshaft 536 via a universal joint 538. From the universaljoint 538, the driveshaft 536 extends forward and toward the left. Thefront end of the driveshaft 536 is connected to a sleeve (not shown)supported inside a bearing assembly 540 mounted to the bracket 120 (FIG.7). Another driveshaft 542 disposed in front of the bearing assembly 540and coaxially with the driveshaft 536 is connected via splines to thedriveshaft 536. The front end of the driveshaft 542 is operativelyconnected to and drives another driveshaft 544 via a universal joint546. From the universal joint 546, the driveshaft 544 extends forward,upward and to the left. The front end of the driveshaft 544 isoperatively connected to and drives a front differential input shaft 548via a universal joint 550. The front differential input shaft 548 isparallel to the longitudinal centerline 37 and is disposed to the leftthereof.

The front differential input shaft 548 drives a front differential 552.As best seen in FIG. 30, the front differential 552 is mounted to thetop of the plates 192 and straddles the member 188 of the front portion102 of the frame 12. Fasteners (not shown) are inserted through thebottom of the plates 192 into the front differential 552 to secure thefront differential 552 to the plates 192. The bottom of the frontdifferential 552 is received within the perimeter defined by the bracket174, the members 180 and the member 182 of the front portion 102 of theframe 12 (FIG. 10).

The driven output gears (not shown) of the front differential 552 rotateabout a laterally extending front differential axis 554 (FIGS. 28, 29).The driven output gears of the front differential 552 are operativelyconnected to and drive left and right front half-shafts 556 viauniversal joints (not shown) located inside flexible covers 558. Fromthe front differential 552, the front half-shafts 556 extend downward(when the front suspension assemblies 16 are in the position shown inFIG. 16) and laterally outward. The laterally outward ends of the fronthalf-shafts 556 are operatively connected to and drive the front wheelaxles (not shown) via universal joints (not shown) located insideflexible covers 560. The front wheel axles extend through the kingpins256 and connect to the front wheel hubs 260 which in turn drive thefront wheels 14.

Turning now to FIGS. 31 to 36, the air intake system and the exhaustsystem of the vehicle 10 will be described.

The air intake system has an upwardly facing air inlet 600 located inthe air box 515 above a front, left portion of the engine 30. From theair inlet 600, air flows into an air intake pipe 602 which extendsdownward, forward and to the right and enters through a top portion ofan airbox 604 near a right end thereof. The airbox 604 is generallycylindrical and contains an air filter (not shown). From its right end,the airbox 604 extends downward, forward and to the left. The airbox 604is provided with a drain 606 at a lower left corner thereof, which isthe lower portion of the airbox 604, to permit any water that may haveaccumulated in the airbox 604 to be drained from the airbox 604.

From the airbox 604, air enters an air pipe 608 that extends generallyto the right from the right end wall of the airbox 604 and enters aturbocharger 610. The turbocharger 610 is disposed in front of thecylinders of the engine 30 and generally laterally centered relative tothe engine 30. From the turbocharger 610, air enters an air pipe 612that connects to a left side of an intercooler 614.

The intercooler 614 includes passages for the flow of air coming fromthe air pipe 612 for cooling the air that has previously been heated inthe turbocharger 610. The intercooler 614 is disposed at an anglelaterally between the seats 24, 26. A fan 620 is provided under theintercooler 614 to generate an air flow through the intercooler 614 atleast when the vehicle 10 is stationary.

From the intercooler 614, air flows downward and rearward in an air pipe622 (FIG. 33) disposed on a right side of the engine 30. From the airpipe 622, air enters a throttle body 624 (FIG. 34) which includes athrottle valve (not shown) to control the flow of air to the engine 30.The position of the throttle valve is determined at least in part by theposition of the throttle pedal 626 (FIG. 5) disposed in front of thedriver seat 24. From the throttle body 624, the air enters a plenum 628extending laterally behind the cylinders of the engine 30. From theplenum 628, the air is supplied to the combustion chambers of the engine30.

Exhaust gases from the combustion chambers of the engine 30 enter theexhaust system via an exhaust manifold 650 (FIG. 32) connected to thefront of the cylinders of the engine 30. From the exhaust manifold 650,the exhaust gases flow to the turbocharger 610 to drive the turbine ofthe turbocharger 610. From the turbocharger 610, the exhaust gases flowin an exhaust pipe 652 that first extends to the right and thenrearward. From the exhaust pipe 652, the exhaust gases flow rearward anddownward through an expansion chamber 654. It is contemplated that theexpansion chamber 654 could house a catalytic converter. The expansionchamber 654 is disposed inside a container 656, a portion of which isremoved in the figures to show the expansion chamber 654. From theexpansion chamber 654, the exhaust gases flow in an exhaust pipe 658that first extends rearward and then left into a muffler 660. From themuffler 660, the exhaust flows in an exhaust pipe 662 extending from therear side of the muffler 660. The exhaust pipe 662 is laterally centeredon the vehicle 10. The exhaust pipe 662 defines the rearward facingexhaust outlet 664 through which the exhaust gases flow to theatmosphere.

The muffler 660 is generally shaped like a cylindroid having closedends. As best seen in FIGS. 31 and 33, the muffler 660 is connected viatwo arms 666 to a bracket 670 disposed below the muffler 660. Vibrationdampers (not shown) are provided between the arms 666 and the bracket670. The bracket 670 is connected to a vibration damper 674 and thevibration damper 674 is connected to a bracket 676 having a pair ofarms. The arms of the bracket 676 are connected to either sides of theportion of the transaxle 34 containing the rear differential 526rearward of the axis 528.

As can be seen in FIG. 5, a radiator 616 is connected to the frontportion of the frame 102 and the bumper frame assembly 179. The radiator616 is used to cool engine coolant used to cool the engine 30.

Turning now to FIGS. 5, 19, 37 and 38 the steering assembly of thevehicle 10 will be described. The steering assembly has the steeringwheel 28 disposed in front of the driver seat 24. The steering wheel 28is connected via a steering wheel position adjustment mechanism 700 tothe steering wheel support frame structure 138. The steering wheelposition adjustment mechanism 700 allows the steering wheel 28 to bepivoted about a laterally extending horizontal axis such that the heightand orientation of the steering wheel 28 can be adjusted.

The steering wheel 28 is connected by an assembly of shafts anduniversal joints 702 (FIG. 37) to an input shaft 704 (FIG. 19) of anelectric motor and gear box assembly 706. The electric motor and gearbox assembly 706 applies torque to assist in steering the vehicle 10.The amount of torque applied by the electric motor and gear box assembly706 varies depending on the operating conditions of the vehicle 10. Assuch, the steering assembly of the vehicle 10 has what is commonlyreferred to as a power steering system.

An output shaft 708 (FIG. 38) of the electric motor and gear boxassembly 706 is connected via a shaft 710 and a pair of universal joints712 to an input shaft 714 of a rack and pinion assembly 716. As can beseen in the figures, the rack and pinion assembly 716 is locatedrearward of the front shock absorber assemblies 254 and the frontdifferential 552, and below the laterally extending portion of the swaybar 298. The pinion (not shown) of the rack and pinion assembly 716 isconnected to the forward end of the input shaft 714 of the rack andpinion assembly 716. As would be understood from the position of theinput shaft 714 (see FIG. 19), the pinion is disposed to the left of thelongitudinal centerline 37 of the vehicle 10.

Two steering rods 718 are connected by ball joints to the front of therack and pinion assembly 716. The laterally outward ends of the steeringrods 718 are connected by ball joints to tabs 720 at the rear of thekingpins 256. As a result of turning the steering wheel 28, the rack andpinion assembly 716 moves the steering rods 718 left or right, whichrotates the kingpins 256, and therefore the front wheels 14, about theirsteering axes 258, thereby steering the vehicle 10 in the directioncorresponding to the direction of rotation of the steering wheel 28.

Turning now to FIGS. 39 to 41, the driver and passenger seats 24, 26will be described in more detail. As previously mentioned, each of theseats 24, 26 has a seat bottom 368 and a seat back 416. Each of theseats 24, 26 also has a head rest 750 disposed above the seat back 416.Each of the seats 24, 26 is made of a plastic shell to which cushionsare mounted.

Two roller assemblies 752 are connected to the bottom of each seat 24,26. The roller assemblies 752 are mounted on rails 754. The rails 754are mounted at their front ends to the brackets 158 (see FIG. 7) of thecentral portion 100 of the frame 12. From their front ends, the rails754 extend rearward and downward and connect at their rear ends to pins756. The pins 756 are connected to the brackets 111 (FIG. 36).

Each roller assembly 752 has a pair of plates 762 between which fourrollers 764 are held. Each roller assembly 752 is mounted to itscorresponding rail 754 such that the rail 754 is received laterallybetween the plates 762, with two of the rollers 764 on top of the rail754 and two of the rollers 764 under the rail 754. As such, the rollerassemblies 752 allow the seats 24, 26 to be moved independently fromeach other along the rails 754 between various positions. Since therails 754 are angled, as the seats 24, 26 are moved forward, they alsomove upward as can be seen by comparing the positions of the seat 24 inFIG. 39 to FIG. 41.

In order to maintain the seats 24 and 26 in position, the right rollerassembly 752 of each of the seats 24, 26 is provided with a laterallybiased arm 766 (see FIG. 40) that protrudes from a front of itscorresponding seat 24, 26. To set a position of its corresponding seat24 or 26, the arm 766 pushed left to disengage a pin (not shown, but onportion 768) on the arm 766 from a dimple (not shown) in the left sideof the right rail 754, the seat 24 or 26 is moved on the rails 754 to adesired position, and the arm 766 is released such that the pin on thearm 766 is inserted with one of a plurality of holes (not shown) in theright rail 754 with which it is aligned.

The pins 756 are connected to rails 754 via a metal casting 768. Thecasting 768 provides an aperture (not shown) to receive the pins 756 anda laterally extending aperture (not shown) to receive a fastener 770.The fastener 770 fastens a clip 772 to the casting 768. The clip 772 isused to fasten the end of a lap belt portion 774 of the seat belt 776 ofthe seat 24 (or 26).

Modifications and improvements to the above-described embodiments of thepresent technology may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting.The scope of the present technology is therefore intended to be limitedsolely by the scope of the appended claims.

What is claimed is:
 1. A vehicle comprising: a frame; a driver seatconnected to the frame; a passenger seat connected to the frame, thepassenger seat being disposed beside the driver seat; a front leftsuspension assembly connected to the frame; a front left wheeloperatively connected to the front left suspension assembly; a frontright suspension assembly connected to the frame; a front right wheeloperatively connected to the front right suspension assembly; a rearleft suspension assembly connected to the frame; a rear left wheeloperatively connected to the rear left suspension assembly; a rear rightsuspension assembly connected to the frame; a rear right wheeloperatively connected to the rear right suspension assembly; a reardifferential operatively connected to the rear left wheel and the rearright wheel, the rear differential defining a laterally extending reardifferential axis; and a motor operatively connected to the reardifferential, the motor driving the right rear wheel and the left rearwheel via the rear differential; each of the rear left suspensionassembly and the rear right suspension assembly comprising: a trailingarm having a front end pivotally connected to the frame; a knucklepivotally connected to a rear portion of the trailing arm; a lower linkhaving a laterally outward end pivotally connected to the trailing armand a laterally inward end pivotally connected to the frame; an upperlink having a laterally outward end pivotally connected to the trailingarm and a laterally inward end pivotally connected to the frame; and atoe link having a laterally outward end pivotally connected to theknuckle and a laterally inward end pivotally connected to the frame, thelower link, the upper link and the toe link being disposed completelybehind the rear differential axis.
 2. The vehicle of claim 1, furthercomprising: a rear left hub rotationally connecting the rear left wheelto the knuckle of the rear left suspension assembly; a left half-shaftoperatively connecting the rear left hub to the rear differential; arear right hub rotationally connecting the rear right wheel to theknuckle of the rear right suspension assembly; a right half-shaftoperatively connecting the rear right hub to the rear differential;wherein the lower links, the upper links and the toe links are disposedcompletely behind the left and right half-shafts.
 3. The vehicle ofclaim 1, wherein for each of the rear left suspension assembly and therear right suspension assembly the toe link is vertically between thelower link and the upper link.
 4. The vehicle of claim 1, wherein eachof the rear left suspension assembly and the rear right suspensionassembly further comprises: an upper ball joint pivotally connecting theknuckle to the trailing arm, the upper ball joint being verticallyhigher than a wheel rotation axis of a corresponding one of the leftrear wheel and the right rear wheel; and a lower ball joint pivotallyconnecting the knuckle to the trailing arm, the lower ball joint beingvertically lower than the wheel rotation axis.
 5. The vehicle of claim1, wherein for each of the rear left suspension assembly and the rearright suspension assembly: the lower link is parallel to the upper linkwhen a line passing through a lower connection point and an upperconnection point is vertical; the lower connection point is a connectionpoint of the laterally outward end of the lower link with the trailingarm; and the upper connection point is a connection point of thelaterally outward end of the upper link with the trailing arm.
 6. Thevehicle of claim 1, wherein for each of the rear left suspensionassembly and the rear right suspension assembly: a projection of a firstline passing through connection points of the lower link with thetrailing arm and the frame onto a horizontal plane is skewed relative toa projection of a second line passing through connection points of thetoe link with the knuckle and the frame onto the horizontal plane; theprojection of the second line is skewed relative to a projection of athird line passing through connection points of the upper link with thetrailing arm and the frame onto the horizontal plane; and the projectionof the third line is skewed relative to the projection of the firstline.
 7. The vehicle of claim 1, wherein for each of the rear leftsuspension assembly and the rear right suspension assembly: a projectionof a first line passing through connection points of the lower link withthe trailing arm and the frame onto a laterally extending vertical planeis skewed relative to a projection of a second line passing throughconnection points of the toe link with the knuckle and the frame ontothe vertical plane; and the projection of the second line is skewedrelative to a projection of a third line passing through connectionpoints of the upper link with the trailing arm and the frame onto thevertical plane.
 8. The vehicle of claim 1, wherein for each of the rearleft suspension assembly and the rear right suspension assembly aconnection point of the laterally outward end of the toe link with theknuckle is laterally outward of connection points of the laterallyoutward ends of the upper and lower links with the trailing arm.
 9. Thevehicle of claim 1, wherein for each of the rear left suspensionassembly and the rear right suspension assembly a connection point ofthe laterally inward end of the toe link with the frame is laterallyinward of connection points of the laterally inward ends of the upperand lower links with the frame.
 10. The vehicle of claim 1, wherein foreach of the rear left suspension assembly and the rear right suspensionassembly a connection point of the laterally outward end of the toe linkwith the knuckle is longitudinally rearward of connection points of thelaterally outward ends of the upper and lower links with the trailingarm.
 11. The vehicle of claim 1, further comprising: a rear left hubrotationally connecting the rear left wheel to the knuckle of the rearleft suspension assembly; a rear left brake disk connected to the rearleft hub; a rear right hub rotationally connecting the rear right wheelto the knuckle of the rear right suspension assembly; and a rear rightbrake disk connected to the rear right hub; wherein for each of the rearleft suspension assembly and the rear right suspension assembly a linepassing through connection points of the toe link with the knuckle andthe frame extends through a circle defined by a perimeter of acorresponding one of the rear left and rear right brake disk.
 12. Thevehicle of claim 1, wherein for each of the rear left suspensionassembly and the rear right suspension assembly: the laterally outwardend of the lower link is pivotally connected to the knuckle; and thelaterally outward end of the upper link is pivotally connected to theknuckle.
 13. The vehicle of claim 1, wherein for each of the rear leftsuspension assembly and the rear right suspension assembly: thelaterally outward end of the lower link is behind the knuckle; thelaterally outward end of the upper link is behind the knuckle; and thelaterally outward end of the toe link is behind the knuckle.
 14. Thevehicle of claim 1, wherein each of the rear left suspension assemblyand the rear right suspension assembly further comprises a shockabsorber assembly having a lower end pivotally connected to the trailingarm and an upper end pivotally connected to the frame.
 15. The vehicleof claim 14, further comprising a torsion bar pivotally connectedbetween the trailing arms.